Friction draft-rigging.



E- H. SCHMIDT.

HICTION DRAFT RIGGING. APPLICATION man MAR. l1. m2. RENEWED FEB. 17. 1.915.

Patented July 25, 1916,

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FRICTION DRAFT RIGGING. APPLICATION FILED MAa.11,'1912. miv/ED FraisA u. 1916.

L 92,579. Patented July 25, 1916.

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v FRICTION DRAFT HIGGINS. APPLICATION FILED MAR. II. I9Iz. IIEIIEWED FEB. 17,191.

Lwj'w. Patented July 25,1916.

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ERNEST I-I. SCHMIDT, OF CLEVELAND, OHIO, `ASS'lIGrNOR TO THE NATIONAL MALLEABLE CASTINGS COMPANY, OF CLEVELAND, OHIO, A CORPORATION OF OHIO.

FBICTION DRAFT-RIGgGINGr.

Specification of Letters Patent.

rammed Jury 25, raie.

Application filed March 11, 1912, Serial No. 683,035. Renewed February 17, 1916. Serial No. 78,961.

To all whom it may concern:

Be it known that I, ERNEST H. SCHMIDT, a citizen of the United States, residingat Cleveland, Cuyahoga county, Ohio, have 1nvented a new and useful Friction Draft-Rigging, of which the following is a specification, reference being had to the accompanying drawings, in which- Figure 1 is a plan of my improved draft rigging, showing its application to a railroad car; Fig. 2 is an elevation thereof; and Fig. 3 is a section on lines IIL-III of Fig. 2. Figs. 4i and Fig. G is a section on lines VI-VI of Fig. 3. Figs. 7v and 8 are sections showing modified forms of my invention.

My invention relates to an improvement in friction draft rigging, designed for use with the heavy rolling stock now in service on the railways. The draft rigging of my invention absorbs and dissipates to a very high degree the shocks of bufling and draft by reason of the frictional 'bears against the front follower 11.

engagement of its parts, and reduces the damaging recoil shocks which are inherent in draft riggings now in use.

Referring to the drawings: 2 indicates a longitudinally extending Afriction member or casing, preferably cylindrical in form. The case 2 has an enlarged portion 3 preferably formed integral therewith, which is rectangular in form, against the draft sill stops 4 which are attached to the drafty sills 5y of the car structure. Seated within the rear of the casing 2 is the compression spring 6 and the release spring 7, the spring l being preferably lo cated within the spring 6, and both of which abut at their' rear ends against the rear end of thecasing or friction member 2.

The forward ,end of the spring` 6 bears against the flat face of the rearmost cone ring 8 which is preferably in the form of a single truncated cone. Forwardly of this cone ring 8 are the cone rings 9 which are preferably in the form of double truncated cones, and a single truncated cone 10 wlrililclh e cones 8, 9 and 10 are spaced apart by a plurality of segmental rings 12. The conical or wedging face of each cone is in bearing engagement with they corresponding conical faces of the adjacent segmental rings.

In my preferred construction I show the co-acting bearing faces of the cones and the 5 are details of Fig. 3, 'and' and is particularly and which is adapted to abut cones vand the co-acting rear surfaces of the segments also admit of a freer releasing movement, and tend to prevent the cones and segments from sticking together during the releasing action.

The front follower 11 preferably has a boss 13 extending centrally through the foremost cone ring 10. The releasing member 14 is preferably located centrally in and passes through the series of cones and segments, and bears at its forward end against the boss 13 of the follower 11. Near' its rear endI this member 14 has a bearing ring 15 against which the forward end of Athe spring 7 abuts. The releasing member 14,` is

provided with a series' of annular grooves 16 v adapted`for the reception of split .rings which' form abutments 17 thereon. The bearing ring 15 and abutments 17 arev adapted to strike the vinner shoulders 18 ofthe cones 9, and release their wedging engagement with the co-acting segmental rings 12.

The outer end 19 of the follower 11 is preferably rectangular in form and of the same general outline as the rear end of the casing 2, and bears against the forward draft sill stops 20.

21 is the usual form ,of yoke and is secured to the couplerfbutt 22 of the coupler 23.

For a bearing surface for the segmental rings 12, I prefer to employ a hardened steel insert or bushing 24, which'is forced into the casing and is retained therein by the plate 25. The casing 2 is preferably rein-l tive to the car, by the rear stops 4,which are attached tothe draft sills 5. 4The folllower 11 transmits this pressure, through the conelO., by a wedgingl action to the fore'- most segmental ring 12, and this pressure transmitted from one to the other throughout the entireseries of cones and v segmental rings, and the entire series is caused to move rearwardly within the casing as the cone 10 and the front follower 1,1 enter the forward end of .the casing. The rearward movement of the series of segmental rings and cones is resisted by the spring 6 which bears against the rearend of the innermost' cone 8, and-this resistance is transmitted through the cone 8 to the cones 9 and segments 12 causing a powerful frictional engagement between the exterior sur'faces ofthese segmental rings 12 and the entire cylindrical surface of the casing, thus l exhausting the force of the buiiing shock.

This frictional engagement of the segments and vthe interior surface of the casing increases progressively, since, as the cones and segments move rearwardly in the casing, the

.spring 6fbears with increasing-pressure on lbutt 22 and the voke 21 to the casing 2, caus- .ing it to move forwardly. As the front follower 11 is held against forward movement by the forward draft sill stops 20, the 'forward action of the casing 2 is resisted by the spring rwhich forces into wedging en# gagement the cones 8, 9 and 10 and the segtion.

lmental rings 12, causing the same relative movement and progressively increasing frictional engagement between the segments and the casing as when the draft rigging is under the butiing shock.

After bufting or draft the releasing action of the spring 7 drives the member 14 forwardly and with it the front Afollower 11, thus releasing the wedging engagement between the outermost cone 10 and the adjacent segmental ring 12. The bearing 15 and the abutments 17 are preferably so spaced lalong the releasing member 14 that they successively strike the succeeding shoulders 18 of the cones 9 and release their wedging engagement with the corresponding segmental rings 12, until finally the bearing 15 strikes the rearmost cone shoulder 18 and releases the rearmost of the cones 9 from wedging engagement with the coacting segmental ring and the parts including the coupler arerestored to normal posi- In Fi 7 I show a modification of my in- .vention 1n which the cones 8 and 9 are apertured for 'admission of the inner spring 7, which acts as lthe releasing means and extends from end to end of the easing. This spring 7 abuts against the face 26 of the front follower 11, which is shaped so as to co-act with the forwardly inclined surface lof the foremost segment 12. In this form the bushing 24: is secured by the rivets 27 to the casing 2.

A further modification of my invention is illustrated in Fig. 8, in which the cone 83 is apertured for admission of the inner spring 73 which abuts against the rear face 28 of the intermediate cone 93, so that the spring 73 will act directly to relieve the pressure on the rearmost segment 123 and the springs 143 will act to relieve the pressureon the other segments 123, after buting or draft.

It is obvious to those skilled in the art that many changes may be made in the form or arrangements of the various parts which I have described without departing from my invention, since what I claim is:

1. In frictional shock absorbing mecha-v nism, a longitudinally.- extending friction lmember, a plurality of sets of friction shoes in frictional engagement with said friction member, a plurality of wedging members in wedging engagement with said shoes,

said wedges and sets of shoesbeing ar ranged alternately and 1n tandem, means 1n cluding the wedges for transmitting pressure to said friction shoes, a compression spring, 'and a release spring, saidrelease spring having at one end a bearing against an abutment fixed relative to the longitudinally-ext'ending friction member and reacting at its other end against a member more remote from the compression spring than the set of shoes nearest the compression spring, to relieve the wedging pressure between a wedge and a set of shoes. a

2. In frictional shock absorbing mechanism, a longitudinally extending friction member, a plurality of sets of friction shoes in frictional engagement therewitln wedging members in wedging engagement with said shoes, said wedges and sets of shoes being arranged alternately and in tandem, a compression' spring, a release spring, and a releasing member cooperating with said release spring, said releasing member having shoulders spaced apart and adapted to engage the wedge members to release the wedging -engagement ,between said members and sets of shoes.

3. In frictional shock absorbing mechanism, a longitudinally extending friction member, a plurality of sets of friction shoes in frictional engagement with said friction member, wedging members in wedging engagement with said shoes, said wedges and sets of shoes Vbeing arranged alternately and in tandem, a compression spring, a release spring, and a releasing member coperating with said release spring, said releasing member having shoulders spaced apart and adapted to engage the Wedgng members successively?, beginning with that Wedge which is'ifarthest removed from the compression spring, to release the Wedging engagement between said Wedges and sets otshoes.

,linI frictional `sh0ek-absorbing mechanism, a longitudinally'- extending friction member, a follower, a plurality of sets 0f friction shoes in frietional engagement with said friction member, a plurality of Wedging members in wedging engagement with said shoes, said Wedges and sets of shoes being arranged alternately and in tandem, a compression sprmg and a release spring, sald release spring having at one end a bearing 'against an abutment fixed relatively to the ERNEST H. SCHMIDT.

Witnesses CHESTER K. BROOKS, HARRY E. ORR.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of yiatents, Washington, D. C. 

